Automatic starting mechanism



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INVE VTO R QR 67 BY Dani/e0 P /6 TORNEY i n a I 4 'IIllll/illl Aug. 2, 1938. D. P. KEARNEY AUTOMATIC STARTING MECHANISM 2 Sheets-Sheet 2' Filed NOV. 30, 1951 uuuu-w 11v VENTOR 1 WW v ATTORNEY Patented Aug. 2, i938 UNITED STATES PATENT err-ice Eclipse Machine Company, Elmira, N. corporation of New York Application November 30, 1931, Serial No. 578,159

8 Claims.

This invention relates to automatic starting mechanism for internal combustion engines and more particularly to controlling meanstherefor.

Automatic starting mechanisms for internal combustion engines which depend entirely on the current from an engine-driven generator to prevent undesired actuation of the starting mechanism are in general satisfactory due to the reliability of generators as now constructed and due further to the fact that it is readily possible to construct a mechanism so that an extremely feeble generator current will hold out the starting'mechanism in the proper manner. It may happen in some installations, however, that the generator becomes entirely inoperative and allows the starting mechanism to be actuated while the engine is in operation; moreover, the generator is usually ineffective to prevent actuation of the starting mechanism when the engine is rotating backward as in case of back-fire.

It is an object of the present invention, thereforefto provide a novel device in connection with automatic starting mechanism which prevents actuation of the starting mechanism when the englue is rotating either forward or backward.

it is another object of the invention to provide such a device which may be used independently of the engine generator or in conjunction therewith.

It is a further object to provide such a device which is reliable and eflicient, economical to manufacture, and which may be readily installed and used in conjunction with commercial types of automatic starting mechanism.

Further objects and advantages will be apparent to those skilled in this art from the following description taken in connection with the accompanying drawings in which:

Fig. l is a semi-diagrammatic illustration of one preferred form or" the invention shown in connectienwith a commercial form of automatic starting mechanism;

2 is a sin'iiiar illustration of a second emhodiment of the invention as used in connection with an ordinary starter switch relay construction, showing in inli lines the parts in normal inoperative position and showing in dotted lines the positions, assumed during the starting operation;

Fig. 3 is a view similar to 2, showing the parts in the positions assumed under running conditions; v

. Fig. 4 is a similar view showing the positions of the parts during back-firing of the engine; and

Fig. s is a similar view of a third embodiment of the invention showing'the parts in normal in operative positions,

Referring mst to Fig. 1 of the drawings, there is illustrated ai -electrical starting system for a conventional four-cycle internal combustion engine, not shown, comprising a battery l, grounded at 2 and connected by means of a lead 3 to an automatic starting mechanism indicated generally at 4. The automatic starting mechanism includes a starting switch 5 which is arranged to connect the lead 3 to a lead 6 which is attached to the starting motor SM, the opposite terminal of which is grounded as at I, thus completing the starting circuit.

The starting switch 5 is arranged to be operated .by a solenoid 8 which is energized by a control circuit from the battery I through an ignition switch 9, leads II and i2, lead l3, fixed contact I4, movable contact I5 and spring strip it which is grounded at H. Closure of the control circuit thus causes the starting switch 5 to actuate the starting motor and cause the engine to be cranked.

The control circuit is arranged to be opened by a lever I8 which bends back the spring strip [6 to open contacts l4, l5 when a solenoid plunger 3 i9 is actuated by a coil 2|, The plunger [9 is retained in its retracted position during normal operation of the engine by a coil 22 which is energized from the generator G by a lead 23, the opposite end of said coil being grounded at 24.

According to the present invention, means are provided for preventing operation of the starting mechanism when the engine is rotating either forward or backward, this means taking the form of a controlling device indicated generally by numeral 25 and comprising a. cylindrical chamber 26 having an extension 21 threaded into an element of the engine intake system such as the intake manifold 28. A diaphragm or piston member 29'is, mounted for reciprocation in the chamber 26 under the action of pressure or vacuum transmitted from the intake manifold 28 through a passage iii in the extension 21. The diaphragm 2951s arranged to operate a switch member in such manner that when the diaphragm is subjected to and 34 when in normal position as defined by springstdandSGlocated on opposite sides thereof. The switch member 32 is connected to the diaphragm 29 by a suitable rigid coupling member such as indicated at 3'5 whereby motion of the diaphragm in either direction causes the member 32 to disengage from the contacts 33 and 34.

Contacts 33 and 34 are connected respectively to the leads ii and H of the control circuit whereby the control circuit is completed through the control device '25 when the switch member 32 is in normal position.

In the-operation of this device, starting with the parts in the positions shown in Fig. 1, closure of the ignition switch 3 completes the control circuit whereby the starting switch 5 is closed and the engine is cranked by the starting motor SM. When the engine starts, a vacuum is created in the intake manifold 23 which is transmitted by the passage 3i to the chamber 29 and causes the diaphragm 29 to move the switch member 32 to the left, disengaging the contacts 33 and 34 and thus opening the'control circuit and maintaining said circuit open as long as the engine is in operation. Should the engine backfire, a pressure is immediately created in the intake manifold 28 which causes actuation of the diaphragm 29 to the right, thus causing the switch member 32 to disengage contacts 33 and 34 and maintain the control circuit open as long as rearward rotation of the engine persists. As

soon as rotation of the engine ceases, the springs 38 or 39 return the switch member 32 to its normal position, thus again completing the control circuit and causing the engine to be cranked.

In as much as it is desirable to maintain proper contact between the switch member 32 and the contacts 33 and 34 during cranking, the spring 35 is arranged as illustrated to be sufliciently stiff to prevent the vacuum caused in the intake manifold due to the cranking operation from moving the switch member 32. This vacuum during cranking is of course less than that during running since the throttle is partially open during cranking and the rotation is slower than normal idling speed. Since it is desirable that the switch member 32 be moved readily in case of back-fire, to its open position, the spring 36 is only made sufliciently strong to return the switch member to its closed position when the intake pres-,

sure has been dissipated.

It will be understood that the operation of the controlling device in this embodiment of the invention is supplemental to the various controlling features of the automatic starting' mechanism 4 which operate in their usual man ner tocontrolthe starting mechanism in conjunction with the controlling device 25.

In Figs. 2, 3 and 4 of the drawings there is illustrated a second embodiment of the invention in which provision is made for a somewhat more positive control of the starting mechanism by the intake vacuum and pressure, and an added provision is included for introducing a time delay after the dissipation of the pressure in the intake manifold before the reactuation oi the starting mechanism, in order to insure that the engine comes completely to rest after a back-fire before recranking thereof can take place. As here shown, the control mechanism indicated generally-at 38 comprises a cylindrical chamber 39 having an extension 4| threaded in a member of the intake system of the engine such as the intake manifold 28.

A piston member 42 is slidably mounted in the chamber 39 and actuates a controlling switch member by means of a rigid connnection 44. Switch member 43 is arranged to bridge contacts 49 and 46 whenin normal position asimaintained by springs 41 and 48.

In this embodiment of the invention the controlling device 38 is arranged to actuate a starting switch'49 by means of a solenoid 5!. For this purpose the controlling device 38 is included in a control circuit from battery I through ignition switch 9, lead 82 connected to contact 49 and lead 53 connected'to contact 46 and solenoid iii, the latter being grounded at 54. Energize.- tion of solenoid 5i causes closureof starting switch 49 which completes the starting circuit from battery I thrbugh leads 5! and 88 to the starting motor SM which is grounded at 31.

Piston 42 is provided with a circumferential groove 83 which normally registers with a port 89 having an adjustable bleeder opening as indicated at 8i. The piston is further provided with an opening 82 from the groove 88 into the interior of the chamber 39 on the side of the piston toward the intake manifold 29.

A check valve 83 is placed in the extension 4| and arranged to allow gas under pressure from :the intake manifold to pass freely to the chamber 39 but to prevent escape of such gas from said chamber. An adjustable by-pass 94 is provided for allowing the escape of gas from the chamber 39 into the intake manifold 28.

In the operation of this form of the invention, starting with the parts as shown in Fig. 2, closure of the ignition switch 9 causes energization of solenoid- 5l to ciosethe starting switch 49 and causes cranking to take place. During cranking, check valve 63 is closed, and the intake vacuum is effective only through the by-pass 34. The bleeder opening BI is so adjusted that air can enter the chamber 39 with sumcient freedom to prevent the creation of a vacuum in said chamber great enough to actuate the switch member 43. When the engine starts, the intake Vacuum is increased whereby a vacuum is created in the chamber 39 sufficient to move the piston to the left and break the control circuit. At this time, the skirt of the piston 42 moves to close the port 59 as shown in Fig. 3 of the drawings, whereby the bleeder opening 5i is closed and a very slight vacuum from the intake manifold is sufficient to retain the piston in such position, whereby the control circuit is held open as long as there is an appreciable vacuum in the intake manifold.

When the engine back-fires, the pressure created in the intake manifold is admitted instantly to the chamber 39 through check valve 83 as shown in Fig. 4 of the drawings, thus opening the controlling circuit and closing the port 89 by means of the skirt of the piston. When an equilibrium has been established between the chamber 39 and the intake manifold 28, check valve 83 closes, and when the back-firing ceases, the pressure in the chamber 39 is trapped therein and compelled to escape through the adjustable by-pass 64. This by-pass is so adjusted as to establish a suitable time delay before allowing the piston 42 to return to its normal position whereby the engine is allowed to come completely to rest before reactuation of the starting mechanism. I

In Fig. 5 there is illustrated a third embodiment of the invention which provides for a time delay before reactuation of the starting mechanism after either forward or rearward rotation of the engine. As there shown, a control device I! is provided with a slidable piston 96 arranged to actuate a switch member 61 forming the ground connection of a control circuit for the starting relay 68.

The control device 85 is connected to the intake manifold 28 by an inlet 69 opening through a port ll normally registering with a groove 12 of theipiston, and by an adjustable by-pass 13. The

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